Transportation method and means



Aug. 24, 1937. w. J. BIGLEY. JR

TRANSPORTATION METHOD AND MEANS Original Filed May 9 1933 6 Sheets-Sheetl 3maentor mm J. av /6 JF:

Aug. 24, 1937. w. J. BIGLEY, JR

TRANSPORTATION METHOD AND MEANS Original Filed May 9 1933 6 Sheets-Sheet2 3nnentor 21mm J 59@ t w hmflomegs Aug. 24, 1937. w. J. BIGLEY, JR- 02,091,090

TRANSPORTATION METHOD AND MEANS Original Filed May 9 i935 s Sheets-Sheets 3nnentor [MW/0m I liq/g fr:

(lttornegs 1937. w. J. BIGLEY, JR 2,091,090

TRANSPORTATION METHOD AND MEANS Original Filed May 9 1933 6 SheetsSheet4 3nventor W. J. BIGLEY, JR

TRANSPORTATION METHOD AND MEANS Aug. 24, 1937.

Original Filed May 9 1933 6 Sheets-Sheet 5 I... I'll Snventor 16 [MY/[amJ. a e/ ig attorney;

' 1937- w. J. BIGLEY, JR 2,091,090

I TRANSPORTATION METHOD AND MEANS I Original Filed May 9 1933 6Sheets-Sheet 6 I I Zsnnentor a'lmm J Big/e] Jr.

(Ittomeg- Patented Aug. 24, 1937 UNITED STATES PATENT OFFICE Orginalapplication May 9, 1933, Serial No. 670,162. Divided and thisapplication April 1,

1935, Serial No. 14,182

Claims.

Heretofore considerable difficulty has been experienced in thetransportation of girders of excessive size either by rail or by roadand particularly through city streets where sharp turns, fre- 5 quentlymore or less obstructed, have to be made. The practice has been totransport girders on their sides so that maneuvering has been madedifiicult, particularly where the girders were of any great depth andlength. Moreover, girders of considerable length, when transported inthis position, have often been damaged due to warping as the result ofsagging between their supporting elements. For this reason, there haveheretofore been very definite limitations as to the size of girderswhich could be transported.

Frequently girders are equipped, upon final installation, with arelatively fragile superstructure, such as a railing. While such arailing could be associated with the girder with the greatest facilityat the factory, it has been impossible to do this, under presentpractice, due to the impossibility of safely handling and transportingthe complete assembly.

The present invention relates to method and means whereby girders ofmaximum size may be transported without damage thereto, with thecapability of maneuvering under almost any conditions likely to beencountered, and with relatively fragile subsidiary structure associatedtherewith. Primarily, the invention contemplates the support of thegirder at each end and on a pair of wheeled elements, to one or both ofwhich traction may be applied. The invention includes essentially meansfor supporting the girder securely on its edge and for turning withrespect to the supporting means. For road transportation, the supportingmeans are in the form-of multiple wheeled trucks or trailers which, inpreferred form, embody particular construction enhancing their strengthand maneuverability.

Since the invention will be best understood from a description ofspecific apparatus, I shall proceed to describe it with reference to theaccompanying drawings, in which Figure 1 is an elevation of transportingapparatus for road use;

Figure 2 is a plan view of the apparatus of Figure 1;

Figure 3 is an elevation of a modified form of road apparatus;

Figure 4 is a plan View of the apparatus of Figure 3;

Figure 5 is an enlarged elevational view of a portion of the fronttrailer element shown in 'Figures 1 and 2;

Figure 6 is a section on line 6---6 of Figure'5;

Figure 7 is a perspective of certain elements appearing in Figures 5 and6;

Figure 8 is a fragmentary view showing a modification in detail of oneof the elements appearing 5 in Figure 7;

Figure 9 is an enlarged elevational view of the trailer shown in Figures3 and 4, the front and rear trailers in these views being identical inconstruction;

Figure 10 is a plan view of the trailer of Figure 9, with parts brokenaway to reveal others;

Figure 11 shows in perspective a grapple which appears also in Figure 9;

Figure 12 is a section on line I2|2 of Figure 10;

Figure 13 is a section on line I3'-l3 of Figure 10;

Figure 14 is an elevation of the trailer tongue or draw-bar shown inFigures 3 and 4;

Figure 15 is a plan view of the tongue of Figure 14;;

Figure 16 is a plan view of the trailer of Figures 3 and 4, with partsremoved to reveal the running gear; 7

Figure 1'7 is a section on line l'|-l1 of Figure 16;

Figure 18 is a section on line I8-l8 of Figure 17;

Figure 19 is a section on line l9l9 of Figure 18; and

Figure 20 is an elevation showing a girder mounted, as contemplatedunder the present invention, for transportation on railroad cars.

Referring to the drawings, and first of all to Figures 1, 2 and 5 to 8,reference numeral 25 designates generally a forward trailer andreference numeral 26 a rear trailer which support adjacent its ends agirder 21 on edge. While specifically a trust, element 21 is referred toas a girder since the latter term will be used generically herein.Except for means adapting them particularly to the uses contemplatedunder the present invention, trailers 25 and 26 are of well knownconstruction. The trailer 25 has a rear horizontal platform portionsupported at its rear end, as here shown, by a single transverse seriesof wheels 28. The trailer has an upwardly offset tongue portion 29 atits forward end, the forward end of the tongue portion being supportedon a truck 30 and pivoted thereto on a vertical axis, the axis beingdefined by a king bolt through which traction is applied to the trailer.

Referring particularly toFigure 5, the trailer frame comprises sidemembers as at 3| above which project wheel guards as at 32, the wheelguards having horizontal top edges. Forwardly of the wheel guards,planking 33 is laid across the side frame members, the top surface ofthe plank- 5 ing being in the plane of the top edges of the wheelguards. A heavy plate 34 is fastened on top of the wheel guards 32 andthe planking this plate, somewhat forwardly of the wheels 28, beingprovided midway between the sides of the trailer with an aperture whichreceives a king pin 35, the latter extending downwardly through anaperture in the planking and through registering apertures in asub-plate 36 and a reinforcing plate 3'! welded to the bottom of thelatter.

A bolster 38 is mounted on plate 34 for relative swinging movementsabout king pin 35. The bolster comprises a channel member which normallyextends transversely of the trailer, and projects, as shown in Figure 6,slightly beyond the sides of the latter. As here shown, the channelmember is made up of a flat bottom plate 39 and angle bars 46 and 4|secured along its upper margins and coextensive in length therewith.Pairs of ears 42 are secured to the top of plate 39 at its ends, theseears including upstanding portions provided with registering apertures.Between angle bars 46 and 4| is provided a filler or planking or similarmaterial 44, whose top surface stands somewhat above the upper edges ofthe angle bars. Centrally, the planking 44 and plate 39 are apertured toreceive the king pin whose top end is inset in a counterbore in theplanking so that the upper extremity of the king pin is flush with or 35somewhat below the top surface of the planking.

An abutment element secured to the upper 1 end of the king pin holds thelatter against gravity, while a bolt 46 passed through the king pinbelow plate 31 holds the pin against upward displacement.

The plate 39 has a large bearing on the plate 34 and the latter is ofsufiicient size as to under lie plate 39 in all possible swingingpositions of the latter about king pin 35. In order to reduce 45friction the top of plate 34 is thoroughly greased within the range ofswing of the bolster.

The girder 21 rests on bolster 38 immediately above the king pin and inperpendicular relation to the bolster. Particular means are associatedwith the bolster to prevent lateral tilting of the girder, which, asbefore mentioned, rests on its edge and must thus be securely braced.

- For this purpose, I provide a pair of triangular racks or frames 41which are secured to the bolster in proper position, one at each side ofthe king pin, so as to position at least the lower portion of thegirder. Frames 41'! are of identical construction so that a descriptionof one will suffice.

Referring particularly to Figures 5, 6, and 7, each frame 41 comprises avertical portion made up of upright angles 48 and 49 and top andintermediate cross angles 50 and 5|. Secured to the upper end ofuprights 48 and 49 are oblique angle bars 52 and 53 joined at theirlower end by cross member 54. All of these members are preferablysecured together by welding. The lower ends of angle members 48 and 52have apertures 55 and 55' therein. The length of the cross members 5B,5! and 54 is such that the frame 41 may be set over bolster 38 with thelower ends of members 48 and 52 positioned somewhat outwardly of angles46 and 4|, respectively. As most clearly shown in Figure '7, angles 40and 4| are provided with series of registering apertures 64, 65 and 66,61. The corresponding apertures of series 64 and 66 are spaced apart thesame distance as apertures 55 and 55 of members 48 and 52, so that thelatter may be brought into register with selected apertures of anchor40. Thus, depending upon the width of the girder, the two frames 41 willbe positioned along the bolster and secured by passing pins 68 throughthe registering apertures of the bolster and the foot portions of theframes.

A considerable adjustment range for frames 4! is desirable since in manyinstances it is possible to haul two or more girders together. In caseswhere it is desirable to provide a wider space between the frames thanthat afiorded when the frames are in their outermost positions on thegirder, I utilize extension pieces as shown at 53 and 55, Figure '7.These pieces may have end apertures 56, 57 and 62, 63 spaced asapertures 55, 55' and 60, 61. A pin 68 may be passed through apertures56, 55, an aperture 66, an aperture 61, and apertures 60 and 62 to unitethe extension pieces, frame and bolster, and another pin 68 may bepassed through apertures 51, 55' and 63, 61 to unite the frame and outerextension ends. A further pin 68 is passed through intermediateapertures of the extension pieces and aligned ones of apertures 66 and61 to hold the extension pieces rigidly in horizontally projectingrelation to the bolster.

It will be understood that by properly spacing the apertures in theextension pieces they may be secured to the bolster ends to project thedesired distance therebeyond. Further, the frames 4! may be adjustedrelative to the extensions without changing the position of the latter.For example, apertures 55 and GI might be positioned to register withintermediate apertures of the extension pieces so that apertures 55 and60 would come into register with apertures in angles 40 and 4| inwardlyof the inner ends of the extension pieces. The various possiblerelations of the parts to secure the desired results can be readilyselected so that further discussion here is unnecessary.

The girder rests firmly 0n bolster 38, due to the fact that rivet headson its lower face embed themselves in the relatively soft planking ofthe bolster to resist relative movement of the girder and bolster. Theedges of the lower web- 69 of the girder abut the upright portions offrames 41 so that the lower portion of the girder is held securelyagainst transverse movement. Blocks may be placed between the upperportions of the frames and the central web of the girder to steady thelatter. Of course, if the girder has side plates flush with the loweredges of web 69, these are engaged by the upper portions of frames 41 toprovide additional support.

However, additional support for the upper portion of the girder ispreferably provided by braces or guys which connect the upper web 10ofthe girder with the outer ends of the bolster. Such braces areconveniently constituted by tensionable, flexible elements, such as areshown in Figures 1, 5 and 6. Referring to these figures, referencenumeral 7! designates a grapple which is adapted to grip under web 'lilon one side thereof and to extend over and across and project beyond theother side thereof. The projecting portion of the grapple has a loop ofcable '12 secured thereto, which is in turn connected to a turn buckle13, the other end of the turn buckle being engaged between ears 42 witha pin 68 which passes through the apertures of the ears as well asthrough the bolster. One of the described braces connects each end ofthe bolster, through cars 42, with the top of the girder, and it will beunderstood that by suitably adjusting the turn buckles, the girder maybe rigidly secured in upright position. Due to the distance of ears 42from the girder, the mechanical advantage of the bracing system is suchas to afiord rigid support for girders of great depth without unduestrain on the parts. Where a plurality of girders are being carried, agrapple is engaged with the outer edge of each outer girder, as will beunderstood, so that upon tensioning the guy elements the girders aredrawn together as a unit. If the guy elements break under severe strainthe girder or guides are still maintained on edge by the frames 47 andunder some circumstances, the guy elements may be entirely omitted.

Instead of connecting the lower ends of the braces to the bolsterthrough ears 42 and the bolts or pins supported thereby, they may besecured to cleats, as at I4, Figure 8, these cleats having horizontalportions fixed to the bolster plate 39 and an upstanding portion which,at its extremity, is somewhat inwardly inclined and provided with anaperture l in which the lower end of the brace is engaged. As shown inFigure 7, pins E8 may have their projecting ends apertured and engagedby shakles '15 to prevent their axial displacement.

The trailer 26, as here shown, has two series of wheels I1 and 58arranged in tandem. This trailer is of exactly the same construction asf the trailers shown in Figures 3 and 4 with the exception that thelatter are provided with extension tongues IS, which are shown alone inFigures 14 and 15. In Figures 3 and 4, the trailers are generallydesignated by the reference numeral 28, as in Figure 1', and these willbe described with particular reference to Figures- .are engaged clips asat 84 which are fixed to the longitudinal members 88, the clipspreventing a 'ial displacement of the shaft. Shaft 83 passes throughtubular portions of a pair of pedestals 85 and 86, these pedestals beingheld in spaced relation by means of central tubular spacers 81' and 87and end spacers 88 and 89 strung on shaft 83. As shown most clearly inFigure 17, pedestal 86 has a tubular bearing portion below shaft 83, theaxial line of bearing portion 90 lying in a plane perpendicular to shaft83.

A shaft 9| engaged in bearing portion 90 of pedestal 86 has its endsengaged in journal portions of blocks 92 and 93. Block 92 has a journalportion 94 in which is received an axle 95 above shaft SI with its axisin a plane perpendicular to shaft 9|. Mounted on the ends of axle 95 arethe pairs of wheels 96 and 9?. Block 93 receives an axle 98 similar toaxle $5, the axle 93 carrying pairs of wheels 99 and I00.

Above shaft 83, the tubular portion of pedestal sub-frame beingconnected by shaft 83 with the main frame. It will be understood thateach pedestal is rockable relative to the main frame about the axis ofshaft 83 and that each set of wheels 18 and I9 is independently rockableabout the axis of its associated shaft 9I. This construction, which, ingeneral, is well known, enables the truck wheels to conform to a roadsurface with substantially equalized transmission of load. 7 I

The rectangular frame constituted by members B0 to 82 has securedthereon a heavy plate I03 which extends fore and aft of the wheels I8and 79 and from side to side of the frame. The central longitudinalframe member 8| supports the central portion of plate I03. A bifurcatedking pin I05 straddles member 8| and is bolted thereto by means of abolt I06, the lower end of the king pin being conformed to spacers 8'!and 81' and resting thereon. Above the bifurcation the king pin seats ina recess 8| in member 8 I see Figure 19. The king pin has an upperreduced portion I07 which passes through an aperture provided in plateI03, the aperture margins resting on the shoulder I07 beneath reducedportion I0? and being welded thereto, the top of shoulder Iill" beingflush with the top edge of member 8 I. The described mounting of theking pin gives it maximum rigidity and strength, these characteristicsbeing essential in view of the fact that it is a draft-transmittingelement. The lower portion of the king pin is held securely by framemember 8i which latter is rigidified by the spacers 8'! and 81 whichabut thereagainst. The

upper portion of the king pin is securely held by plate I03 which inturn is bolted to the frame members as may be observed in Figure 9.

A plate I 03 substantially coextensive with plate I03 is superposed onthe latter and has a central aperture receiving the king pin extensionI01, this extension serving as a pivoting axis for plate I03, the latterconstituting the main element of a turntable cperably rotatable on plateI553; The king pin has a further extension I09 which is threaded andreceives a nut H0 locked thereon by means of a bolt I I I, there being awasher IIZ interposed between the nut and plate I08.

Plate I03 is provided with two series of apertures H3 and H4 which arearranged on similar arcs having king pin I05 as their center. Plate I08is provided with collared apertures spaced from the king pin so as tobesimultaneously registrable with a selected pair of apertures H3 and IMto receive pins H5 and H6 which serve to lock the main truck frame indesired angular relation to the turntable. V Fore and aft of the kingpin and at equal distances therefrom, two bolsters Ill and H8 aresecured in parallel relation on plate I08. Since these bolsters are ofexactly the same construction as bolster 33, heretofore referred'to,their further description is unnecessary. As shown in Figure 13, thebottom plates are secured to plate I 08 through bolts having countersunkheads.

With truck 25 placed as in Figures 1 and 2,

it will be evident that the weight of the girder is received by the maintruck frame through bolsters II! and H8, which are at equal distancesfrom the pivot shaft 83. Thus, the truck main frame is maintained inparallel relation to the girder with king pin I535 consequently alwaysat right angles to the latter. Free movements of the subframe relativeto the main frame and to the girder are permitted by reason of thepivotal mounting above discussed. Each bolster III and H8 carries a pairof frames 41 and each has a pair of guy elements extending between itsouter ends and the top portion of the girder. In ordinarytransportation, truck 26 occupies the po- J sition shown in Figure 2,wherein its wheel axes are at right angles to the vertical plane of thegirder, the turntable being locked to the main frame to prevent relativerotation of the latter. However, when sharp turns must be made, pins Hand IIS are temporarily removed and the main frame angled as requiredand temporarily locked in angled position if desired. The extendedbearing surface between the turntable and the main frame is preferablykept well greased in order to facilitate the angling operation.

A triangular frame is secured to one end of the rectangular frameconstituted by members 80 to 82 and comprises the angularly relatedmembers MI and MI, and end gusset I42, and cross members I43 and I44. Atthe apex of this triangular frame is secured a horizontally projectingstub tongue I45 to which may be bolted the rear end of the main orextension tongue which may take the form shown in Figures 14 and 15.Wheel brakes are preferably provided, as shown, and these may beoperated by a hand wheel II 9 fixed on a drum shaft journaled in framemember I48, Figure 10.

In loading, the trailers 25 and 26 are stationed the proper distanceapart as determined by the length of the girder to be transported. Thisdisposition is readily accomplished due to the independence of thetrailers prior to the loading thereon of the girder since the latterforms the sole connection between the trailers. When the rear trailer 25is properly positioned a block is preferably placed under the projectingextremity of its main frame so as to support the latter in substantiallyhorizontal position. The frames 41 having been properly positioned, thegirder is picked up and lowered between the frames to rest on edge onthe bolsters. The guy elements, if used, are now placed and tensionedand the load is ready for movement.

Arrived at the job, the apparatus is preferably positioned so that, uponremoval of the guy elements, the girder may be hooked onto, lifted, anddropped into final position in a single continuous operation. There isthus a tremendous saving in time over the old method of flattransportation, since, assuming the girders to have been shipped on edgeby rail from the mill, they are retained always in this position andthis is the position in which they are finally used. All operations ofchanging from edge to side disposition or vice versa are eliminated, andmoreover, danger of damage arising from these operations is entirelydone away with. Speed, ease of handling, and safety are prime attributesof the new method.

When the load has been removed from the trailers, stub tongue I45 oftrailer 25 may be pivotally engaged with a suitable coupling I46 on therear end of trailer 25 so that the empty trailers may be hauled intandem.

In Figures 3 and 4, the trailers 26, as above stated, are equipped withextension tongues 19 and are so disposed relative to the girder I20 thatthe tongues extend beyond the ends of the latter. One of the tongues isshown as being connected through a suitable connection with the rear endof a truck I2I, which is assumed to be the tractive unit. The othertongue is shown as being connected to the rear end of a truck I22, thisconnection being more or less temporary, truck I22 being utilizedprincipally to angle the truck main frame relative. to the turntable.However, either tongue is available for tractive or maneuveringpurposes. Occasionally the rear truck is used as a pusher with the reartrailer straight or in angled relation to the girder in which relationit may be locked or free.

According to Figures 3 and 4, the girder I20 has relatively fragilesuperstructure I23 extending along its upper edge, the superstructure asshown being a railing assembled and mounted on the girder at the mill.The guy members are secured to the top portion of the girder and do notaffect the railing so that the whole assembly may be transported withoutdamage. The guy members are secured at their upper ends to grapples I24of modified form, Figure 11, and at their lower ends are secured twolooped cable sections I25 in whose looped ends are engaged the ends ofouter pins 68. Such anchoring means for the lower ends of the guy meansdo not, of course, differ essentially from those described withreference to Figures 5 to 8 and are shown merely as alternativeconstructions. The ends of pins '58, or shackles 16, if desired, areused as anchoring means particularly when the extension pieces 58, 59,Figure 7, are used.

While it is desirable that the girder supporting means be of relativelysmall overall height so as to keep the weight low, the girder should besupported at a height which will enable it to swing over lowobstructions such as fire hydrants which are often encountered atcorners. In making short turns, the intermediate portion of the girdermust frequently swing across the sidewalk.

Girder I20 is shownv as being provided with vertical reinforcing stripsI26 whose outer edges are substantially flush with the outer edges ofthe top and bottom webs of the girder. Under such circumstances, it isdesirable that the trucks be so placed that these struts will be engagedas far as possible by the cross members of the frames 41 so that theframes may thus cooperate with the guy elements in preventing rocking ofthe girder.

In pulling up steep grades, a single truck is frequently insufiicient tomove the load. Auxiliary trucks may be connected to the trailers 26 bymeans of cables engaged in rings as at I21, Figure 9, secured to thesides of the trailer main frames. When unloaded, the rear trailer may behauled by booking its tongue I9 into a coupling I50 on the rear end ofthe front trailer.

In Figure 20, I have shown a girder I28 mounted for transportation onflat cars. The girder is supported at each end on a turntable I23pivoted to a car and directly above the vertical axis of the car truckas here shown, the turntable I 29 being exactly the same in constructionas turntable I08 above described and similarly supporting a pair ofbolsters upon which the girder rests. A wear plate such as plate I03,Figure 10, is secured to the car floor beneath the turntable and asuitable pivot is provided. The disposition of the turntables on thecars is of course determined by the length of the girder, but thedisposition shown is desirable where possible. No locking means need beprovided for the turntables, since their free rotatability is necessary.Desirably, tension members as at I30 and I3I extend between the outerbolsters and the ends of the girder so as to prevent longitudinaldisplacement of the latter. The weight of the girder is taken by carsI32 and I33, idler car I34 merely acting as a spacer element between theload carrying cars. This arrangement differs from that shown in Figures1 to 4 particularly in that in the latter figures the girder forms thesole connection between the supporting units.

The turntables with the frames or racks 4'! constitute in effectself-contained cradles of adjustable capacity adapted to support girdersof large depth, and the guy elements, which are substantiallypermanently associated with the turntables, as are the frames, arereadily adjustable and easily applied and removed. I have thus provideda combination of means greatly facilitating loading and unloading oflarge girders and enabling the girders to be carried on edge, thusaffording numerous advantages as above discussed. The turntables may, ofcourse, be associated with any type of movable supporting means andtheir.

use is not confined to any particular type of truck, trailer, or car, aswill be understood.

Referring to Figure 6, the right and left hand frames or racks are shownin full and dotted line positions. In the full line position, the framesare shown as properly positioned to receive the lower web 60 of girder2? to positively position the latter. The dotted position at the rightshows the frame moved inwardly as when a girder with a narrower bottomweb is to be transported.

The dotted position at the left of Figure 6 shows the frame as swungoutwardlyabout the outer pin 68 upon removal of the inner pin 68. It isassumed here that the girder is being unloaded from the left and thatadditional clearance is necessary or desirable to permit free upwardmovement of the girder. Under these circumstances, all the left handframes are swung outwardly so that upon being lifted the girder may rockto the left. For example, the girders sometimes have lateral projectionswhich would catch under the frame cross pieces if it were attempted tomove the girders upwardly without permitting them to free themselves asby swinging the side frames outwardly on one or both sides. Ordinarilyit is sufficient to swing out only the frames on that side from whichthe girder is being unloaded. Cross pieces 54 serve to limit swinging ofthe frames when the latter are positioned sufficiently inwardly so thatthe cross pieces can abut the outer ends of the bolsters.

When possible, I prefer to haul at least a pair of girders together,since they provide a broad supporting base and mutually support eachother to some degree. A girder of large depth is considered herein to beone which when placed on edge has practically no laterally stability andwould immediately tend to fall over, if disturbed, unless restrained byadequate means.'

This application is a division of my co-pending application Serial No.670,162, filed May 9, 1933, now Patent No. 1,996,695, granted April 2,1935.

While I have described specific embodiments of the invention, it will beunderstood that the construction may be varied considerably as todetails without departure from the invention. Accordingly, I do notlimit myself except as in the following claims.

I claim:-

1. A truck for use in transporting heavy boddies, said truck comprisingfront and rear sets of wheels, a sub-frame mounted on the wheels,

a main frame, a transverse shaft connecting said frames and about whichsaid frames are relatively tiltable, said shaft being substantial- 1ysymmetrically disposed relative to the wheel axes, a king pin projectingupwardly from said shaft, means on the main frame positioning the upperend portion of said king pin, and a turntable rotatable about said kingpin.

2. A truck for use in transporting heavy bodies, said truck comprisingfront and rear sets of wheels, a sub-frame mounted on the wheels, a mainframe, a transverse shaft connecting said frames and about which saidframes are relatively tiltable, said shaft being substantiallysymmetrically disposed relative to the wheel axes, a king pin projectingupwardly from said shaft, a fixed top plate on the main frame providedwith an aperture through which said king pin projects, the aperturemargins being secured to the king pin whereby the plate and pin aremutually supported, and a turntable on said plate rotatable about saidpin.

3. A truck for use in transporting heavy bodies, said truck comprisingfront and rear sets of wheels, a sub-frame mounted on the wheels, a mainframe, a transverse shaft connecting said frames and about which saidframes are relatively tiltable, said shaft being substantiallysymmetrically disposed relative to the wheel axes, a king pin projectingupwardly from said shaft, a top plate on the main frame provided with anaperture through which said king pin projects, the king pin having ashoulder below the plate on which the aperture margins rest.

4. A truck for use in transporting heavy bodies, said truck comprisingfront and rear sets of wheels, a sub-frame mounted on said wheels, amain frame comprising outer longitudinal members and a centrallongitudinal member, a transverse shaft extending through saidlongitudinal members and about which the frames are relatively tiltable,said shaft being substantially symmetrically disposed relative to thewheel axes, an upwardly extending king pin mounted on said centrallongitudinal member above said shaft, and a turntable rotatable, aboutsaid king pin.

ies, said truck comprising front and rear sets of wheels, a sub-framemounted on said wheels, a main frame comprising outer longitudinalmembers and a central longitudinal member, a transverse shaft extendingthrough said longitudinal members and about which the frames arerelatively tiltable, said shaft being substantially sym- '5. A truck foruse in transporting heavy bod-- metrically disposed relative to thewheel axes,

WILLIAM J. BIGLEY, JR.

